System foe elevators



(No Model.) 4 Sheets-Sheet l` C. G. MAILLOUX. ELECTRICAL GONTROLLING SYSTEM EUR ELEVATORS.

1%. 536,730. Patented Apr. 2, 1895. (035' fG) n j@ WW me Nonms FUER; no. pnofovurno, wAsHmocN. D. c4

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' C. O. MAILLOUX.

ELECTRICAL CONTROLLING SYSTEM EUR ELEVATOES.

(No Model.) 4 Sheets-Sheet 3.

' C. O. MAILLOUX. ELECTRICAL OONTROLLING SYSTEM FOR ELEVATORS.

ATTDHNEY.

(No Model.) 4 Sheets-Sheet 4.

.0. O. MAILLOUX. ELECTRICAL GONTROLLING SYSTEM FOR BLEVATORS.

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ATTEST MM5/img UNITED STATES .PATENT OFFICE.

CYPRIEN O. MAILLOUX, OF NEW YORK, N. Y.

.sLi-:crRicAncoNrnQtLiNc SYSTEM Fon eti-'.vAroRs.

SPECIFICATION forming partof Letters Patent No. 536,730, dated April 2, 1895.

. Application iiled December 20. 1884. Serial No. 532.406. i (No model.)

To all whom it may concern,.- I Be it known that I, CYPRIEN O. MAILLOUX, a citizen of the United States, and a resident of New York, in the county of VNew Yorkand State of New York, have'invented a certain new and useful Electrical Controlling System forElevators,of which the following is a specitication.

- My invention hasl reference y'to electricalV means for controlling the direction of motion of elevator cars or lifts for passenger or freight `purposes, and especially to the adaptation of vsuch means to elevators intended to be oper` `ated by unskilled persons.

Laway with the relatively heavy currents in the circuits used for controlling the machinery, and to make use of smaller currents more like those used in telegraphy,'whereby the relatively bulky and obtrusive Switches .may `be replaced by simple push buttons or small switches which are less objectionable in furnished and ornamented interiors, in private residences, club houses and the like.

i The systememploysanumber ofindividnal relays similar to those used 'in Morse telegraphy, there being two for each door (one for going up, and one for goingdown) used in combinationwith' a double relay of special form to which I give the name of starting relay. The individual relays may be operated by ordinary push buttons, such as used for electric .call bells, or by other circuit closers. Of the pair of relays corresponding to each story, one serves to make the elevator go up and the' other to godown according to the direction in which the starting relay is thrown from its normal position, midway between its two sets of operating magnets. The starting relay controls two 'local circuits one of which setsthe machinery in motion'to make the elevator car go' 4up and the other to make it go sition of the car.

down. 1n thecase of an electric elevator, said relay closes the circuit so'as to make the motor go in oneor the otherdirection, or else it serves to'close another local circuit includ.

ing' the starting or switching magnet. yIn the case of a hydraulic or steam elevator, this startingmagnet is mechanically coupled so as to operate the valves whereby the water or steam pressure is released and directedso as to make at the predetermined speed. This starting relay is so'arranged that when the armature lever moves, in eitherdirection, it breaks the circuits ot'all the individual relays except that of the particular relay, by which it was actuated whose circuit continu ity is preserved by another path. In this way it becomes impossible for any other person to tamper with the elevator, until the person using it has done with it. In some cases, I also arrange theindividual relays lso that the common return or -ba'ttery wire serving for all floors passes successively through spring contactsat each elevator landing; and the connections are so arrange-.d that whenever any door is opened, the battery becomes disconnected and it is impos- .sible to operate the elevator machinery from any push button within or withoutl the elevator. In some cases I also place an automatic switch in the elevator shaft or well,

which by the motion ot' the car is thrown to one side or the other. preferably in such manner that the switch will be moved to a given position as the car passes up and will `retain said position-so long4 as the'car is above that story; and it will be moved to the contrary position as the car passes down and willretain such position as long as the car is below that story, the position of the switch being midway between these two extreme positions when the car is at the level ot that story. I place a contact point at each of these three positions, `and I connect the switch contact lever with a single push button and make the latter thus serve for three functions'according to the pogiven point the push button connects with the individual relay that serves to make the cargo down. When the canis below the given story, the push button connects with the other individual relay corresponding to this story I arrangev this device' When the car is above thev the machinery move' in the proper direction TOD 2 i i I and the car is made togo up. In either case l as the car comes to the'landing level, thev switch is shifted tothe midway position and the circuit through the relay is' opened and the car comes to a stop. The middle contact is connected with an electric doorg'opener attachment,whereby the-doorbecomes unlocked when the car reaches theproper level. These and other minor features will be described in detail below.

My invention consists in the combination with an elevator starting mechanism, of two controllingci rcuits or branches of a controlling circuitindependent ofthe elevatorcar, one for causing the car to go up and the other-down, an automatic switch at each landing actuated by the car for closing a breakin the one or the other branch-orcircuit according as the car is' above orbelow said switch, anda manual circuit, closing deviceor devices at each landing whereby either branch or circuit may be closed at will.

Myinvention vfurther consists in the combination with a'controlling orsstarting relay, of a series of individual relays each controlling the operation of said starting relay, and a non-interference switch operated by said starting relay 'for breakingthe circuits of. all the individual relays,.save the one in operation.

My invention also consists in the combination with au elevator starting mechanism, of a controlling circuit in one branch of which are located well-door circuit breakers, landing switches, tioor switches and a non-interference switch, and in another branch wellthe-car in the opposite direction.

It further consists in the combination with a dynamo circuit traversing a series of resistances, of a branch circuit leading to the com trolling switches through the non-interference switch and shunting one of said resistances and another branch circuit leading through the starting relay and shunting more of said resistanccs'whereby the current for the controlling circuit and for the starting relay are proportioned as required.

My invention also consists in the construction, combination, and arrangement of parts hereinafter fully described, and vset forth in the claims.

`In the accompanying drawingsz-Figu re 1, represents diagram-matically my system applied to a building of several stories. Figs. 2, 3 and 4, are, respectively, a. side elevation, plan and transverse vertical section of the combined starting relay and non-interference switch. Fig. 5, represents a door circuit breaker. Fig. 6, showsone formof self-holding push button. -Fig. 7, is a diagram'representing the system as operated from a dynamo circuit.l l Fig. 8, represents the use of two pushbuttons` at each landing. Fig.9, shows the manner ofcoutrolling the elevator motor directly from the starting relay. Figs. 10 to 13, represent combinationv push-buttons.

Referring to the accompanying drawings, A, indicates the elevator wellshown as extending through five stories or floors lettered F, the landing doors of which are lettered D.

The elevator'car is indicated at C, as suspeuded' by cables C', C2, the former passing to the usual drum of the elevator motor (not shown) and the latter to the counter-balance C5. Thedooro'fthecarisindicated at B. The well doors are provided with locks L, which are electrically controlled by the position of the'car, the latch of a lock at a particular landing where the operating button is pressed beingreleased as the floor of the car arrives at a level with the door of that landing and at no other time. At said doors are also located circuit breakers K, which break circuit as the door is opened. At these. doors .are also located landing switches P, which may be in the form of push-buttons or in any other convenient form. There is also located in the well and near each landing a switch S, which may be termed a floor switch. These switches arelocated out ot' the reach of persons on the landings. or in the car and are automatically operated in the ascent or descent of the car by means of a frog E, attached to the side of the car. These floor switches and the automatic operating device may be constructed in various ways but for the couvenience ot' illustration I have shown the most practical forms yet tried. The switch consists of an arm d, pivoted to the switch board at one end so as to swing over the contacts o., b, c, and provided at its .free end with a projection which passes through a groove @,f, g, in the frog E. A side view and plan of the switch and frog, respcctivel y, are shown at the lett of said parts as seen in the well at story F2. jection 'on the end of level' d, enters groove c, and moves said lever off contact a, and as it .enters groovef, the lever is moved onto con- 'will appearlateron, are in the down branch 'of the controlling circuit. YB the car descends, the switches S, are operated by the samefrog iu the same manner but in the reverse direction, leaving all said levers on contacts a, which are in the up branch of the controlling circuit.

In the car/is located the driving or car IIO As the car moves upward the proconsist of two push buttons one in the up cir.

cuit and the other in the down circuit. The car door may be provided with a circuit breaker as indicated at Il, which will operate on the controlling circuit to prevent the car being moved until its door is closed. safeguard is to prevent the occupants of the car from being injured at the car door-way between the car'and the wall of the well, particularly in cases where the well door is located in its jambs at some distance from the l wall of the well.

The individual relays in the controlling circuits are'lettered R, and are shown as arranged in two rows, those in the row marked up being in therbranches of the circuits -controlling the ascent of the car and those in the row marked down beingin the branches of the circut controlling the d escent of the car. The pair of relays marked R are allotted to Hoor F, and the pair marked R2, to the iioor F2, and so on.

The starting relay which is controlled by the individual relays is so named on the dia grains and the actuating magnets thereof are marked up and down in accordance with their respective positions in the` controlling circuit orbranches thereof. This relay may be made in various forms but in that form in which I have chosen to illustrate itin Figs. 2, 3 and 4, it consists of a lever O, secured to a shaft O', which is Jpivoted in bearings at Q. To the shaft issecured the armatur-e M, which in its normal position rests midway between the poles of the up and down magnets u and n, respectively. On one endLotl the lever is located acontact sprng'I, for connecting the terminal contacts s and t, and on the other end is lixeda like contact U,for spanning the terminal contacts u and w. One end of the lever O, is forked as shown for the purpose of operating the noninterference switch V, which consists of a series of terminal contacts with binding posts arranged in line upon a suitable support \V and spanned by a plate as W', mounted upon a bar of insulation carried by the elbow lever X, which is pivoted as at Y, and carries at its upper end a roller Z, embracedby the forks on lever O. To the end of the lever X, opposite that carrying the roller is attached a spring 85, which lnot only acts to close .the non-inter# ference switch but also in so doing to bring the lever O, and its armatureinto the norinal position. When either of the magnets d,

or n, is energized the lever O, is tilted and whichever way it moves the prongs of its forked end operate .upon'lever X, to open theswitch V.

I will now describe the circuits of my con trolling system premising by stating that they This-- in a loop to thecar.

may be supplied by currcntfrom any suitable source whether battery or dynamo.

In Fig. 1, the sourceol supply is represented asa battery I, whence leads 'circuit G, by branches or loops 7, in series through the door circuit breakers or switches. I have shown .it as extending from the battery through said lcircuit breakers to the top of the well and then returning to the bottom where it terminates, branches 8, leading off from said return portion at each Hoor, through the pushbuttons, or landing switches P, to .the levers d, of the automatic floor. switches S. From contacts a, of the switches S, the up7 branches 1, 2, 3, 4, and 5, of the controlling up individual relays R', R2, R3, R4, R5, and from contactsc, of said 'switches lead the down branches 1, 2', 3', 4', 5', of the controlling circuit to the coils of the down individ ual relays R', R2, R3, R4, R5, respectively. The other ends of these coils are connected to their armatures whence all of said branches continue to theirter1ninals,.x, at the non-nterference switch V. From this switch connection is made tothe battery by way of the common contact VW, and common return 9, through resistance Re. The up individual relays are provided with front contacts whence connections aremade to a common conductor circuit lead respectively to the coils of the.

10, which leads through the up magnet of the starting relay to the batteryover conductor 11, shunting the resistance. The down individual relays are also provided withifront contacts which are connected to a common conductor 12, leading to the battery through the down magnet of the starting relay and conductor 11, likewise shunting the resistance.

The lock releasing circuit consists of the branches 13, which extend from contacts b, of the floor switches S, through the locks L, to the common conductor 14, leading back to the battery, the connection to the battery in the other direction from contacts b, being over the branches 8, and conductor 6.

The conductors leading to the driving or car TIO switches G, G', are, as usual, formed into a cable and extend from midway of the well In this cable are three conductors. One is a common feeding conductor. 15, leading from the conductor 6, to both car switches. The second is conductor 16, which leads from the up switch G, to r2 lever d, of the uppermost Iioor switch S5, its return connection to the battery being over the up branch ot the controlling circuitlead` ing from contacta, of said floor switch. The third i conductor 17, leads from the down switch G', to lever ,of the lower-most iioor switch S its return connection tothe batter,

being over the down branch of the controlling circuit leading from contact c, of said Afloor switch.

The circuit to the car-door circuit breaker II, maybe formed by conductors 1S and 19, led through the car cable along with conductors;.15,16 and 17, and connected to conductor the circuit breaker K, as seen in Fig. 5, which represents aplate 25, to be mountedl in the door j'amb and provided with a guide 26 in which and, in said plate is mounted a push pin 27, provided with a spring 2.8, for forcing it out against the doer. This pin carries a stop 29, for limiting its outward thrust and at the same time actingv as a contact. in cooperation with another suitable contact represented as a spring 30, mounted by insulation upon the plate 25. One end of branch circuit? 7, connects with said spring while the other end is connected to the plate 25, or as shown to the guide 26. Said contact spring and stop come into engagement only when the pin 27, is forced. in by closing the door. This door-opening spring and the circuit breaker may be constructed and mounted separately, if desired, but I prefer to combine them as shown. l

As stated. above the car cannot be moved so long as awell door is open. Then, to prol vide against careless persons leaving the door open as they dismount from the car, a spring or weight may-be connected to or located at the door to` throw it shut as sounvas the person has passed through it. Such springmay be located substantially as indicated at'3l, on door F5. This spring, ii"nse'd in connection withv a spring'for starting the door open,

may be constructed and mounted as indicatedsoas to follow the door nearly to its closed position and leave it to close against thel action of spring 28, through its inertia overcoming said spring. This is readily accomplished since spring 28, need only be strong enough to start the door back such a short distance as will .effect the Withdrawal of the locking bolt from its catch. It'does not in this action oppose spring 3l, as 4said bolt is withdrawn before the door reaches the closing spring.

' It a person on a floor below the car wishes to call it he pushes the button on that floorandthe down controlling circuit or branch is completed through the down individual relays and ,the mechanism operated in substantially'the same manneras above described to causethe car to descend audto stop at the oor where the button in operation is located.

The person at a landing does not need to know anything about the position of the car.

He only vneeds to press the button and the car if.not in use will come to him. -The car itself in its travels, by operating the switches S, as above described, al ways .keeps the up and down branches of the controlling` circuits properly closed to bring about this result.

The operation of the car by an occupant is as followsz-The well door being closed, and also the car door in case the circuit breaker H, is in use, the occupant presses the button G, if he desires to ascend or the button G', it' he desires to descend. By pressing the button G, circuit is closed from the source ot current over conductors G and 15, to button G, thence by conductor 16, to lever d, at switch -S5, to contact c, then over conductor 5, up rebutton I6 and lever'd, of switch S.

take in Fig. 7.

closure of circuit in substantially the samemanner only through the lowerrnost switch as S.

I have shown the controlling circuits from the caras passing through twoot the individual relays used in the controlling circuits from the landings but obviously said former circuits might be provided with independent relays in the same manner as the latter circuits.

In many places where mycontrolling sys tem is used it is desirable to operate it from a dynamo circuit and in Figs. 7, 8 and 9, is shown the system in its elemental form so operated.

D0, represents the dynamo, the conductors from which may he connected to suitable binding posts indicated at 32,33. From post 32, leads conductor 6', which makes a complete circuit through separate resistances 16C, 16C', and 50C, to post 253. preferablyincandescent lamps of sixteen and Fifty candle power respectively. Froincouductor 6', leads conductor 8', through push From contacts c, and c, of said switch lead conductors 1 and 1', through up and down individual' relays R, and the non-interference switch V, back to circuit G', to a point between lamps 16, and 16', thus shunting lamp 16C, and deriving sufficient current to operate the individ ual relays which on being energized close circuit through their coils holding up their armature and sending current through conductor 10 or. 12, as the case may be, and the magnet n or u, back to circuit 6', at a point between lamps 16 and 50c, thereby shunting lamps 16"', and 16',and deriving sufiicieut current to operate the starting relay which iu the previously described construction operates to open switch V, and close circuit to the switching magnet N. The inagnet N, is supplied with current over circuit 21, branches and 23, and return circuit 24.. In Fig. S, the derivation of circuits aud the location of the resistances are substantially the same. In this manner only small currents are used in the controlling circuits.

Instead of using a single switch or button at each landing, two buttons may be used substantiallyas indicated iu Fig. S, one of which Pu, is in the up circuit and the other Pfl, is in the down circuit. In this construction the circuits from said buttons take the saine paths through the individual rel-.lys as circuits l, l',

In this construction the buttou pressed to bring the elevator to the landing must be released as the elevator arrives there. To make the stopping of the elevator autevnatic, a spring circuit breaker K, as

These resistances are vcrate in connection with-an electrically re.

vbetween resistanccs 16%,.and l16C.

above described, may be used which shall op leased lock L. As illustrating the operation of this arrangement suppose button Pu, to be pressed, circuit would Athen be closed pverl conductor 6', from the source and through up relay R, and switch-V, back to conductor 6",

` circuit through the individual and starting relays which may sutiiciently weaken it to cause a rupture thereof at relay R, and so make the car stop, if.not the circuitthrough the lock will be sufficiently strong to operate it and cause the up circuit to be broken at the circuit breaker K, as the spring thereofl forces the well door open. 4

When itis desired to control an electric elevator motor directly from the'startingre.`

lay, the circuit connections will be substantially as represented JiFig. 9, wherein Do, in-

dicates the dynamo and Mr, the motor whose eld coil is indicated at F, C. The dynamo is connected to the binding screws 32 and 33, and the motorl to the binding screws 34 and '35. The starting relay is constructed and opiss' erated as above described with the exception that an extra contact is added-at each side of the pivotot' lever O, to engage with the lever itself which is connected by conductor 37, with screw 35. Contacts and s,are'connected together and to screw 32, by conducf tor 38 while contacts Vw and w', are connected together and to screw 33,' by conductor 39; t and c, being connected together and to screw 34, by conductor 40. The iield coil of the motor is connected to bindingv screws 32'and 33, which provides ,for a constant ilow otcurrent through it always in the same direction. The magnets u and fn., of the starting relay are connected to the controlling circuits as above described. In the operation under this arrangement of circuits and apparatus, the magnet u, being energized, armature M, is attracted thereto and circuit is -closed at' contacts w, v, and s', as follows: from screw 32, over conductor 38, contact s', lever O, conductor 37, motor Mr, conductor 40, contacts 0,- U andw, and conductor 39, to screw 3?. This causes Athe armature of Vthe motor to rotate in the direction'toelcvate the car.` -At the energization of magnet n, the lever O, will be tilted in the reverse direction and the current reversed through the armature of motor Mr, causing it to rotate in the reverse direction and thereby make the car f descend. Obviously, as well known to electricians, the field and armature coils may be reversed in their connections to the binding The 'carexercise such control.

shall' take place in the field coil..

Many other changes may be made in the ar.-

rangement of circuits and in the location ofv the various devices shownthrein and said devices may be replaced by others capable of Iperforming their functions without departing -from my invention.

Instead of 'using push buttons P, which have to be manually held closed, a lever switch as indicated in the floor switches, may be used, or 'a pushbutton such as shown in Fig. 6, wherein the circuit closed by the button flows through the'coil of a magnet41`, and holds the button closed until the circuit is elsewhere broken as by the lever d, of switches S, being moved from contacts a or c, by the frog E." In using self-holding push buttons, acircuit breaking button should be combined therewith in order to give complete control 'of the car, since in the event of change of purpose, it would be necessary to break the circuit to Such combination buttons 'may be used upon the carand at the landings.

The arrangement'of compound buttons for use on the car is illustrated in Figs. 10 and 11, in vwhich lyrepresents a plate bearing three push-buttons, buttons 52 and 53, being self-holding buttons located respectivelyin -the up and down controlling circuits, while button 54, is a circuit breaking button corn- Amon to both the others.

Buttons 52and 53, are identical in construction andop'eration. Each basa stem passing through plate 55, which may or may not terminate in a tip of insulation as shown. These stems engage spring contacts 56 and 56', mounted upon a block of insulation 57, attached to plate 55, to which block is also attached a contact 58, to be engaged by either of the contacts 56, as they are forced iuwardby pressure upon the buttons 52 or 53. The stems of said buttons pass through electro-magnets 59 and 59', which are of theiron-clad form presenting both poles at one end. To said stems are secured the armatures60, of said magnets and between the armatures and plate55, are placed suitable springs for keeping the buttons out in circuit breaking position.

Buttons 52 and 53 correspond to buttons G lvand G', respectively, of Fig. 1, Ithe.circuit f or button 52, extendingfrom conductor 15, to the common contact 58, thence through contact 56, and magnet 59, to conductor 16.

. The circuit for-button 53, takes a similar path from conductor 15, to conductor. 17. When either of the said buttons is pressed circuit is closed through its magnet and the button is held in by the action of the magnet upon its armature, and so remains until the circuit switches S, or at landing door switches K, or, 1

at the car .door switch H,in case that is used.

The necessity for the car door switch may be largely obviated by the use of the stop button 54. This button as shown is springvseated in any suitable manner in plates l and 55, and carries a contact 6l, for engagement with a -xed contact 62, which are normally closed as shown. Conductors 18 and 19',

' leading from thesecontacts may be connected above, though the purpose of each is somef what different from the other. Should the occ-upant'ot' the car after starting it in one direction change his mind and wish to go in the. opposite direction, he has only to push the stop button thereby breaking the controlling circuit and allowiugthe self-holding button to return. Hc may then start the car in the other direction by pressing the other seit'- holding button and when the car reaches the desired landing will press the stop button and bring the car to rest. When the car reaches one or the other extreme end of the line ot -travel Ythe car will be automatically stopped by the lever d, of the tioor switch being thrown from contact a or c, as the case may be, onto contact b, and so shunting the controlling circuit from the starting relay throughthe lockl circuit which is done by first breaking the controlling circuit and then closing it through the lock circuit. This is accomplished, as seen in Fig. l, by leading conductors 16 and 17, to lever d, of the uppermost and lowermost door switches.

Self-holdingbut-tons for use at the landings may be combined with a circuit breaking or stop button, substantially as shown in Figs.'

2 and 13, wherein 63, represents a plate provided with the circuit closing button Gt, which may be termed the come button as by pressing'it the car comes to the landing from whatever position it may bein. This button, is constructed the same as buttons 52 and 53, above described, the circuit being normally open at springs 65 and 66, and closed by the pressure of the button. These springs andthe holding magnet are located in the branches 8, the same as buttons P,'in Figs. 1 and 6. The circuit breaking button 67, used in connection with push button 64 is a simple spring seated push pin for breaking contact between a spring, as 68, in said circuit S, which is normally in engagement with the spring 65, and which together with springs' 65 and 66, is mounted upon a block of insulation 69, secured to the plate of the casing for the buttons 64 and 67. With this combination button, a person at a landing may call the car by pressing button 64, which will then be held in`r by Aits magnet, till 4the car reaches that landing whereupon the circuit heilig broken by the automatic floor switch, the car will stop and button 64, will return to the normal position breaking circuit between springs 65 and 66. Should the person after pressing the button change his mind about wanting the car, he mayV stop it where it then is by pushing button67, thereby breaking circuit between 65 and 68, releasing'button 64, and so breaking it again between 65 and 66.-

Obviously by using at the landings the form of combination button shown in-Figs. 10 and ll,.the car might be stopped there by the operation ot button 54, instead of its being stopped automatically by the tioor switch. Such an arrangement would be substantially as shown in Fig. S, wherein the tloor switch controls 'only the lock circuit.

Instead ot" using the fioor switches `S, to automatically break the controlling circuits as the car reaches a landing they may be dispen'sed with-as shown in Fig.' 8, and the car stopped manually by opening the circuit at thelandingswitches. 'lheautomaticarrangement, however, works perfectly and any one who can push a button can control and operate the oarwith certainty and safety from the landing or within the car.

This system though described and .illustrated in connection with an elevator, which in effect is a vertical railroad, may be readily applied to a tramway operating on a horizontal or inclined plane and will be especially serviceable in large warehouses for trans- IOO ferring goods from one department to anothery o on the same ioor.

What I claim as my invention is 1. The combination with the elevator andlgo up and the other down, an automatic switch at each landing actuated by the car for closing the one or the other brauch or circuitaccoi-ding as the car is above or below said switch and adapted to stand in an intermediate position to break the circuit' when` the car is at the landing-,anda manual circuit closing device or devices 'at each landing whereby either branch or circuit may be closed at. will.

2. rlhe combination with the elevator car and its starting mechanism, of two controlling circuits or branches one being an up and the other a down circuit, suitable pushes for the same at the several landings, and an automatic switch actuated'by the car and governiug said circuits as described, and means for holding the switch in an intermediate position when the car is opposite a landing.

3. The combination with an elevator and its starting mechanism, of a controlling circuit including automatic circuit-breakers for 'the several elevator well doors arranged in series, suitable manual push buttons or circuit closers at the several landings in branches IIO elevator and adapted to direct the circuit. of the push buttons through devices for causing the elevator to move up or down accord ing as the elevator is below or above the push butf5 Iton operated.

'4. In a controlling system for elevators, the -cmbination` with the car controlling circuit .andthe well-door lock releasing circuit, of an "automatic switch actuated bythe car as it 'to moves through the Well to successively operyate upon the circuit controllingthe movement ofthe car in one direction, next to operate upon the lock releasing circuit, and then upon A the circuit controlling the movement of the t5 carin the reverse direction.

5. AIn a controlling system for elevators, the combination with the elevator starting mechanism, cfa controlling circuit containing welldoor circuit breakers, landing switches, floor 2o switches, and a non-interference switch, and a branch of said circuit containing well-door locks, said circuit breakers being so located that upon the operation of any of them saidy controlling circuit will be interrupted rendering all the other devices inoperative.

6. In acon'trollingsystem for elevators, the combination with controlling or starting apparatus for the motor, ota series of controlling magnets each controlling the operation 3o of the starting apparatus, and a non-interference switch operated by each controlling inagnet for breaking the circuit of all the controlling magnets save the one in operation'.

7. In a controlling system for elevators, the

combination with a controlling or starting lrelay, of a series of individual relays each controlling the operation of said starting relay, and a non-interference switch operated by said starting relay for breaking the circuit 4o of all the individual relays save the one in operation.

8. In a controlling system for elevators, the

combination, with controlling circuits and controlling or starting apparatus for the motor, of a car switch, landing switches and a series of controlling magnets in said circuits,

each of said magnets controlling the operation of the starting apparatus, and a non-interference switch operated by each controlling 5o magnet for breaking the circuit of all the controlling magnets savey the one in operation.

9. The combination in Aan elevator controlling system, of a starting relay, a non-interference switch actuated by the starting relay,

15 a series of individual relays'each having a circuit throughsaid switch, and a branch of a circuit for each individual relay through the starting relay, said branch being controlled by the individual relays and forming,

6o when closed, a path through the coil of each separate individual relay for holding up its armature.

l0. The combination in an elevator controlling mechanism, of a starting relay, a series of individual relays, a series of push buttons Y or circuit closers governing the same, a noninterference switch governed by said starting relay for breaking the circuit ot all said individual relays, and means governed by each individual relay for holding its armature in operative position independently of the action of said non-interference switch.

1l. The combination ofthe starting magnet or magnets, and a controlling lever actuated thereby to cause the elevator to move up or down according to the direction of movement of said lever, and a non-interference switch actuated by said lever for throwing out all the controlling circuits leading from the carand landings save the one in operation.

12. The combination with the starting relay the armature lever of which is forked at one end, of a series of terminals, a plate for spanning said terminals and a pivoted lever carrying said plate and engaging the forks of said armature lever in a manner to be rocked thereby as the armature lever tilts in either direction.

13. The combination with the starting relay, contact plates carried by its armature lever, stationary contacts engaged by said plates in either direction of its movement, a non-interference switch the lever ot which is engaged by said armature lever, and a spring holding vsaid non-interference switch closed and the armature lever in an interlnediate position, the operation ofy said armati re lever in either direction acting to open said switch and to close contact between one of said plates and the corresponding stationary contacts.

1.4. The combination with the car, of the door switch governing the up and down control-ling circuits, and means for holding it in an intermediate position with both circuits broken when the car is opposite any landing.

15. The combination with the car, of an automatic floor switch, and means controlled thereby for automatically opening the controlling circuit for all other landings when the car comes to rest at any landing for which it is destined, whereby after a person on the car has brought it to any landing it may not be operated from any other landing until he leaves the car and the landing door is closed.

1G. The combination with the automatic floor switches operated by the car and forming' at each landing a path of a manual controlling circuit whereby the car may be controlled from the landing, of means for holding the switch in circuit breaking position while the car is opposite each landing.

17. The combination with an elevator, of a starting electric circuit, a circuit closer or breaker therein governed by the position of the well-door, a manual electric controller at the landing connected in said circuit, means governed by the position of the elevator for breaking the circuit when the elevator reaches a landing, a magnetically controlled lock, and an' electric controller therefor actuated by the elevator when it reaches a landing the manual controller of which has been operated.

18. The combination with the starting mechanism for. the elevator motor, of the door IIO :sachen switches at the-extreme limits of travel of the car, means upon the car for automatically operatingsaid switches, and branches ofthe car circuit leading respectively to said switches whereby upon the operation of the switches the car circuit will be cut olf from the starting mechanism and the cars profT 'ess in ,that

v operation of the switches the car circuit will lbe shunted from the startingmechanism through the lock releasing circuit for the purpose set forth.

20. In an electric controlling system for elet vato'rs, the combination with acircuit breaker in the main controllingcircuit, of a lock releasing device, and a spring for opening the door and thereby operating said circuit breaker to open the main controlling circuit.

21. In an electric` controlling system for elevators, the combination with a landing switch in the main controlling circuit, a circuit breaker in said circuit and controlled by the' well door, and an automatically controlled lock releasing device on the opera/ti on of which the v n circuit breaker.

shunting a portion of said resistances, and a Acommon return circuit rleading from'said branch circuits around the non-interference switch to the dynamo circuit and shunting a greater portion of said resistances, as and for the purpose specified.

24. The combination'with the 'carand a Hoor switch provided with a movable contact having a lateral projection and a series of tixed contacts, of a frog upon said car having a groove to receivesaid projection for shifting said movable contact from one end to the other of said series as the car travels in one direction and for reversing the movement of said 'contact as the car travels in the opposite direction.

25. The combination with the car and a floor switch provided with a movable contact having a projection and with aseries of fixed contacts, of a frog ,attached to the car and provided with a groove to receive said proj ection, said groove consisting of a middle portion parallel to the direction of the car and an inclined portion at each end ot the middle portion whereby as the car progresses said movable contact will be moved laterally by the first inclined portion of said groove, retained stationaryv by the middle portion, and again moved laterally by the second inclined portion for the purpose set forth.

26. In an electrical controlling system for elevators, the combination, of a push-button, anelectro-magnet for holding the same in the position in which it is moved when operated, and a push-button connected therewith. for breaking the circuit of said magnet and releasing the button held thereby.

27. rIn an electrical controlling system for elevators, the combination with the up and down controlling circuits, of a self-holding push-button, substantially as described, in eachv circuit, and a push-button for breaking the circuit of each of said self-holding buttons.

28. In an electrical controlling system for elevators,l the combination with a car switch and landing switches for controlling the movestopping the car, releasing the self-holding button last operated, ,and preventing any one at a landing from obtaining control of the car.

30. In an electric controlling system for elevators, the c'dmbination ,with the main con-k trolling circuit, of a pin mounted in suitable guides upon the door-jamb and connected to said circuit, a spring operating upon said pin to force it outward,a projection upon the pin, and a spring contact also connected to said circuit and located in the path ot' said projection, as and for the purpose set forth.

3l. In an electric controlling System for elevators, the combination with a dynamo circuit closed through a series of incandescent lamps acting as resistances, controlling switches for the elevator, a controlling circuit leading from said dynamo circuit through said switches and returning to the dynamo circuit at a point to shunt a portion of said resistanc,es,astartin g relay, and a branch circuit extending from said controlling circuit through the starting relay to a point in the dynamo circuit such as to shunt a greater portion ot said resistances.

32. In an electric-controlling system for eler evo IIO IZO

Vaters, the combination with a dynamo circuit closed through a series of resislances, controlling switches for the elevator', motive power controlling mechanism, and a controlling cir- 5 cuit starting from the dynamo circuit and eX-` tending through said switches and having one branch returning to the dynamo circuit at a point such as to shunt a portion of said resistances and another branch extending through ro the motive power controlling mechanism and returning to the dynamo circuit at a point such 'as to shunt; a greater portion of said resistances. Signed at New York, in the county of New York and'State of New York, this 18th day of i5 December, A. D. 1894.

CYPRIEN O. MAILLOUX.

Witnesses:

WM. H. CAPEL, HENRY T. HIRSCHY. 

